|Publication number||US7912618 B2|
|Application number||US 12/017,948|
|Publication date||Mar 22, 2011|
|Filing date||Jan 22, 2008|
|Priority date||Jan 22, 2008|
|Also published as||US20090184579|
|Publication number||017948, 12017948, US 7912618 B2, US 7912618B2, US-B2-7912618, US7912618 B2, US7912618B2|
|Inventors||C. Richard Owens, JR., Toshihiro Okama|
|Original Assignee||Honda Motor Co., Ltd.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (71), Non-Patent Citations (1), Referenced by (5), Classifications (7), Legal Events (2)|
|External Links: USPTO, USPTO Assignment, Espacenet|
The present specification relates generally to the electrical arts. More specifically, the present specification relates to a battery protection system and/or method for automatically disconnecting one or more electrical loads from a battery when one or more selected conditions are detected and/or certain criteria are met. Particular application is found in connection with an electrical system of a motor vehicle (e.g., an automobile or other vehicle driven by an internal combustion engine), and the specification makes particular reference thereto. However, it is to be appreciated that aspects of the present subject matter are also amenable to other like applications.
As is known in the art, during the vehicle manufacturing process it is generally desirable to test various electrical components or systems of a vehicle. Accordingly, the vehicle battery is often operatively connected to selected circuits and/or electrical loads while such tests are conducted. However, to protect the battery from undesirable drainage or loss of charge after manufacture (e.g., during shipping and/or storage), it has commonly been the practice after completing the aforementioned testing to disconnect selected circuits or loads from the battery by manually removing or physically disconnecting a corresponding fuse typically arranged between the battery and the load or circuit that is to be isolated. While generally effective, this approach can be time consuming and labor intensive with respect to the manufacturing process. Furthermore, physically removing the fuse from its proper location generally increases the risk that the fuse may become lost or misplaced.
Additionally, the aforementioned approach generally requires replacement of the fuse before delivery of the vehicle to a customer. To maximize battery protection, it is typically preferred that the fuse be replaced just before the customer takes delivery of the vehicle. In this manner, the battery remains isolated from the otherwise current drawing load, e.g., while the vehicle sits in inventory on a dealer's lot. The dealer is therefore commonly responsible for replacing the fuse at the appropriate time. Nevertheless, dealer compliance can be difficult to ensure. For example, a dealer may replace the fuse at or near the time they receive the vehicle, thereby causing the battery charge to drain or diminish while the vehicle remains on their lot. Alternately, a dealer may forget to replace the fuse before the vehicle is delivered to a customer. In either case, customer dissatisfaction can result.
Accordingly, a new and improved method and/or system is disclosed that overcomes the above-referenced problems and others by automatically isolating one or more electrical current drawing loads from a vehicle battery after completing desired testing in connection with the manufacturing processes.
According to one aspect, a battery protection system is provided in a vehicle having an ignition system for selectively starting and stopping an engine of the vehicle and an electrical system including an electrical load and a battery that selectively delivers electric current to said load via a first device that protects said load from receiving excessive current. The battery protection system includes: a second device that selectively connects and disconnects the load from the battery; and a controller that controls said second device in response to a detected number of ignition cycles.
According to another aspect, a method of protecting a battery is provided in a vehicle having an ignition system for selectively starting and stopping an engine of the vehicle and an electrical system including an electrical load and a battery that selectively delivers electric current to said load via a first device that protects said load from receiving excessive current. The method includes: detecting ignition cycles of the engine; counting the number of detected ignition cycles; and selectively disconnecting the load from the battery in response to the counted number of ignition cycles.
According to still another aspect, a battery protection system is provided in a vehicle having an ignition system for selectively starting and stopping an engine of the vehicle and an electrical system including an electrical load and a battery that selectively delivers electric current to said load. The battery protection system includes: means for detecting ignition cycles of the engine; means for counting the number of detected ignition cycles; and means for selectively disconnecting the load from the battery in response to the counted number of ignition cycles.
Generally, the present specification describes a system and/or method that overcomes the above-mentioned drawbacks by providing a device (e.g., a relay or other like switch) along with a suitable controller to automatically cut-off power from a vehicle battery to one or more selected circuits or loads upon detecting that one or more triggering conditions have been met or satisfied. For example, the triggering condition is suitably a set or otherwise determined number of ignition cycles. That is to say, the controller suitably monitors ignition cycles, and after a predetermined number of ignition cycles have been detected, the controller automatically trips or otherwise controls the relay to cut the power from the battery to one or more selected circuits or loads without having to remove the corresponding fuse. Suitably, the number of ignition cycles at which the controller trips the relay is selected or set to substantially match the number of ignition cycles that are executed or scheduled to be executed in connection with testing procedures implemented at or about the time of manufacturing. Accordingly, without having to manually or physically remove or disconnect the fuse, at the end of the testing—presuming the scheduled ignition cycles have in fact been executed—the battery is automatically isolated from the otherwise current drawing loads insomuch as the controller will have tripped the relay cutting power from the battery to the selected loads or circuits.
To operatively reconnect the battery to the selected loads and/or circuits after the relay has been initially tripped following the manufacture associated testing of the vehicle, the relay is simply reset at the time desired. Suitably, a designated control sequence (e.g., depressing a particular combination of buttons on the vehicle's instrument panel and/or otherwise manipulating selected operator controls in a particular order and/or combination) prompts the relay controller to reset the relay. Alternately, a diagnostic tool or other device that interfaces with the vehicle's main computer or control system allows a technician or other suitable individual to signal the relay controller to reset the relay. Suitably, the same routine or a similar technique is optionally employed to disable the controller from repeatedly tripping the relay each time the particular number of ignition cycles are executed. In this manner, the particular load or loads do not continue to be periodically isolated from the vehicle battery during the intended normal operation of the vehicle, e.g., by the customer.
Referring now to the drawings, wherein the showings are for purposes of illustrating one or more exemplary embodiments,
As shown in
Suitably, the controller 18 regulates or otherwise controls operation of the relay 16 in response to one or more triggering conditions having been detected and/or selected criteria having been met. For example, in the illustrated embodiment, the controller 18 trips or otherwise switches the relay 16 from its closed state to its open state upon the detection of a set or otherwise determined number of ignition cycles being detected. As shown in
In either case, the controller 18 is suitably provisioned with a set or otherwise determined threshold value and also receives or otherwise obtains the number of ignition cycles registered or recorded by the counter 24. Accordingly, the controller 18 compares the number of ignition cycles supplied by the counter 24 to the threshold. If the number of ignition cycles meets or is equal to the threshold, then the controller 18 trips or otherwise sets the relay 16 to its open state. Otherwise, if the number of ignition cycles is below or less than the threshold, then the controller 18 does not trip or otherwise maintains the relay 16 in its closed state. Suitably, the threshold is selected or set to substantially match the number of ignition cycles that are normally executed or scheduled to be executed in connection with testing procedures implemented at or about the time of manufacturing. Accordingly, at the end of the testing—presuming the scheduled ignition cycles have in fact been executed—the load 12 is automatically isolated from the battery 10 without having to physically remove or manually disconnect the fuse 14.
With reference to
Suitably, as indicated in box 102, at the beginning of the process 100, the relay 16 is initially in its closed state and the counter 24 is set to zero (i.e., NIC=0). If for some reason, the relay 16 is not already in its closed state and/or the counter 24 does not register zero ignition cycles, then the relay 16 may optionally be set to its closed state and/or the counter 24 initialized to zero via the process described below with respect to
At decision step 104, it is determined if an ignition cycle has been detected. For example, this may be achieved via suitable monitoring of the ignition system 20 or via the detector 26. If no ignition cycle is detected, then the process 100 loops back to again execute step 104. In this manner, step 104 is repeated until an ignition cycle is detected. Alternately, if an ignition cycle is detected, then the process 100 continues to step 106 where the counter 24 is incremented or advanced in response to the detected ignition cycle (i.e., NIC=NIC+1). In this manner, the counter 24 records or otherwise maintains a running total of the number of detected ignition cycles.
The number of detected ignition cycles (NIC) is in turn provided by the counter 24 to the controller 18, and at decision step 108, the controller 18 compares the number of ignition cycles obtained from the counter 24 to the provisioned threshold. Suitably, the threshold is selected or set to reflect the number of ignition cycles that are scheduled or designated for the particular test phase in question. If the number of ignition cycles obtained from the counter 24 has not yet reached the threshold (i.e., NIC<TH), then the process 100 loops back to step 104 to continue detection of ignition cycles. Otherwise, if the number of ignition cycles obtained from the counter 24 has reached the threshold (i.e., NIC=TH), then the process 100 continues to step 110 where the controller 18 trips or otherwise switches the relay 16 from its closed state to its open state thereby disconnecting or isolating the load 12 from the battery 10.
As can be appreciated, presuming the scheduled or designated number of ignition cycles are in fact executed during the testing phase in question, then in accordance with the illustrated process 100, the load 12 is disconnected or isolated from the battery 10 automatically upon completion of the testing, i.e., without resorting to manual removal or physical disconnection of the fuse 14. Accordingly, the vehicle is ready to be shipped and/or stored without concern that during this generally idle time period the charge in the battery 10 will undesirably be depleted due to current draw from the load 12.
In another suitable embodiment, the relay 16 may also optionally be manually tripped or set to its open state, e.g., in case the scheduled number of ignition cycles are not executed during the manufacture associated testing or for other reasons. That is to say, a technician or other individual may selectively operate the controller 18 and/or relay 16 in a deliberate fashion so as to switch the relay 16 to its open state thereby disconnecting or otherwise isolating the load 12 from the battery 10. For example, a suitable “trip relay” signal or instruction is optionally generated in response to a manual operation or user input provided by a technician or other individual, e.g., such as entering a designated control sequence via the operator controls. That is to say, depressing a particular combination of buttons on the vehicle's instrument panel, steering wheel or console and/or otherwise manipulating selected operator controls in a particular order and/or combination optionally results in the trip relay signal or instruction being generated and sent to the controller 18. Alternately, a diagnostic tool or the like which selectively interfaces with the vehicle's central processing unit or computer control system can be used by a technician or other like individual to generate and/or send the trip relay signal or instruction to the controller 18. Suitably, upon receiving the trip relay signal or instruction, the controller 18 complies accordingly. Alternately, the trip relay signal or instruction may be provided directed to the relay 16 which behaves accordingly. In either event, suitably, this manual operation and/or control of the relay 16 allows for added flexibility during manufacture and thereafter. For example, to better appreciate the benefit of such a feature, let us assume that after manufacture of the vehicle, testing indicates that repairs should be made. During the repairs and/or retesting, it may be the case that the load 12 is operatively reconnected to the battery 10 (e.g., via the process described below with reference to
Of course, however, it is generally desirable to operatively reconnect the load 12 to the battery 10 once the vehicle is ready for normal use, e.g., just prior to delivery to a customer. Moreover, it is generally undesirable during the intended normal operation or use of the vehicle, e.g., by the customer, to have the load 12 repeatedly disconnected or isolated from the battery 10 each time the designated number of ignition cycles is detected. Accordingly, the exemplary process 200 illustrated in
As illustrated in
At step 204, in response to the receipt and/or detection of the reset signal, the controller 18 resets the relay 16 to its closed stated, thereby operatively reconnecting the load 12 to the battery 10 so that electric power and/or current can again be received by the load 12 from the battery 10. Optionally, at step 206, the controller 18 is also disabled so that a subsequent number of ignition cycles does not again result in the load 10 being disconnected and/or isolated from the battery 10. That is to say, having disabled the controller 18, the relay 16 will remain in its closed state even if the threshold number of ignition cycles are again experienced during the intended normal operation and/or use of the vehicle.
In another suitable embodiment, resetting the relay 16 and/or disabling the controller 18 is also achieved by again monitoring ignition cycles. More specifically, if the detected number of ignition cycles meets or exceeds a second determined threshold (THreset) (i.e., that is over and above the first threshold TH), then the relay 16 is optionally reset (i.e., switch to its closed state) and the controller 18 is optionally disabled. Suitably, THreset is sufficiently greater than TH so as to guard against inadvertent resetting of the relay 16 and/or disabling the controller 18, e.g., in connection with the manufacture associated testing. To better understand the benefit of this feature, let us assume that the controller 18 has automatically or otherwise tripped the relay 16 (i.e., set the relay to its open state so as to operatively disconnect the load 12 from the battery 10), e.g., due to the number of ignition cycles having first reached the threshold TH during the manufacture associated testing. A some later time, e.g., upon delivery of the vehicle to a customer, let us assume that perhaps the dealer has forgotten to reset the relay 16 and/or disable the controller 18. Nevertheless, if there is detected an additional number of ignition cycles being executed over and above the threshold TH, e.g., so as to reach the second threshold THreset, then the relay 16 is optionally reset (i.e., switched from the open state to the closed state) and the controller 18 is optionally disabled. Accordingly, the load 12 is automatically reconnected to the battery 10 and the controller 18 disabled as desired for the intended normal operation or use of the vehicle by the customer or other operator.
It is to be appreciated that in connection with the particular exemplary embodiments presented herein certain structural and/or function features are described as being incorporated in defined elements and/or components. However, it is contemplated that these features may, to the same or similar benefit, also likewise be incorporated in common elements and/or components where appropriate. For example, the counter 24 may suitably be integrated in the controller 18. It is also to be appreciated that different aspects of the exemplary embodiments may be selectively employed as appropriate to achieve other alternate embodiments suited for desired applications, the other alternate embodiments thereby realizing the respective advantages of the aspects incorporated therein.
It is also to be appreciated that particular elements or components described herein may have their functionality suitably implemented via hardware, software, firmware or a combination thereof. For example, the controller 18 and/or counter 24 may be implemented as appropriate hardware circuits or alternately as microprocessor programmed to implement their respective functions. Additionally, it is to be appreciated that certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided. Similarly, a plurality of particular functions described as being carried out by one particular element may be carried out by a plurality of distinct elements acting independently to carry out individual functions, or certain individual functions may be split-up and carried out by a plurality of distinct elements acting in concert. Alternately, some elements or components otherwise described and/or shown herein as distinct from one another may be physically or functionally combined where appropriate.
In short, it will be appreciated that various of the above-disclosed and other features and functions, or alternatives thereof, may be desirably combined into many other different systems or applications. Also that various presently unforeseen or unanticipated alternatives, modifications, variations or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.
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|U.S. Classification||701/102, 701/103, 701/101|
|Cooperative Classification||B60R16/0236, Y02T10/84|
|Mar 18, 2008||AS||Assignment|
Owner name: HONDA MOTOR CO., LTD., JAPAN
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:OWENS, C. RICHARD, JR.;OKAMA, TOSHIHIRO;REEL/FRAME:020669/0636
Effective date: 20080215
|Aug 27, 2014||FPAY||Fee payment|
Year of fee payment: 4